Autonomous vehicle operator performance tracking

ABSTRACT

This disclosure relates to a system and method for determining vehicle operator preparedness for vehicles that support both autonomous operation and manual operation. The system includes sensors configured to generate output signals conveying information related to vehicles and their operation. During autonomous vehicle operation, the system gauges the level of responsiveness of an individual vehicle operator through challenges and corresponding responses. Based on the level of responsiveness, a preparedness metric is determined for each vehicle operator individually.

FIELD

The systems and methods disclosed herein are related to vehicleoperators of vehicles that support both autonomous operation and manualoperation, and, in particular, determining a level of preparedness forthe vehicle operators.

BACKGROUND

Systems configured to record, store, and transmit video, audio, andsensor data associated with a vehicle are known. Autopilots for vehiclesare known. Typically, an autonomous operation mode of vehicle controlmay be entered or exited under certain specific and/or pre-determinedparameters. Some vehicles may interface/interoperate with externalcomputers (e.g., at an automobile mechanic) where information that isrelevant to vehicle operation and/or vehicle operators may be generatedand/or processed.

SUMMARY

One aspect of the disclosure relates to a system configured to determinevehicle operator preparedness for vehicles that support both autonomousoperation and manual operation. The system may be coupled and/orotherwise related to a vehicle. Some or all of the system may beinstalled in the vehicle and/or be otherwise coupled with the vehicle.The system may be configured to capture information based on vehicleoperation. The system may be configured to off-load and/or otherwisetransmit captured information, e.g. to a device remote and/or externalto the vehicle. Vehicles configured to operate in an autonomousoperation mode may be referred to as “self-driving” vehicles.

In some implementations, the system may include sensors, one or moreservers, one or more physical processors, electronic storage, one ormore external providers, and/or other components. The sensors may beconfigured to generate output signals conveying information related tothe operation of the vehicle, the vehicle operator, driving parameters,and/or other relevant information. The system may determine, gauge,measure, calculate, compute, estimate, approximate, generate, and/orotherwise derive vehicle operator preparedness, e.g., based on acombination of different types of information. In some implementations,preparedness may indicate whether a vehicle operator is ready orprepared to assume control of a vehicle. In some implementations, thesystem may control vehicle operation based on a level of confidence inthe vehicle operator and/or the autopilot to handle current drivingparameters.

In some implementations, the system may detect vehicle events based on acomparison of the information conveyed by the output signals from thesensors to predetermined (variable and/or fixed) values, threshold,functions, and/or other information. Advantageously, the system mayidentify vehicle events in real-time or near real-time during operationof the vehicle. As used herein, the term “processor” is usedinterchangeably with the term “physical processor.”

Individual sensors may be configured to generate output signalsconveying information. The information may include visual information,motion-related information, position-related information, biometricinformation, and/or other information. In some implementations, thesystem may determine one or more parameters that are measured, derived,estimated, approximated, and/or otherwise determined based on one ormore output signals generated by one or more sensors.

Sensors may include, by way of non-limiting example, one or more of analtimeter (e.g. a sonic altimeter, a radar altimeter, and/or other typesof altimeters), a barometer, a magnetometer, a pressure sensor (e.g. astatic pressure sensor, a dynamic pressure sensor, a pitot sensor,etc.), a thermometer, an accelerometer, a gyroscope, an inertialmeasurement sensor, global positioning system sensors, a tilt sensor, amotion sensor, a vibration sensor, an image sensor, a camera, anultrasonic sensor, an infrared sensor, a light sensor, a microphone, anair speed sensor, a ground speed sensor, an altitude sensor, biometricsensors (including but not limited to blood pressure sensor, pulseoximeter, heart rate sensor, Blood Alcohol Concentration (BAC) sensor,etc.), degree-of-freedom sensors (e.g. 6-DOF and/or 9-DOF sensors), seatpressure sensor, a compass, and/or other sensors. As used herein, theterm “motion sensor” may include one or more sensors configured togenerate output conveying information related to position, location,distance, motion, movement, acceleration, and/or other motion-basedparameters. Output signals generated by individual sensors (and/orinformation based thereon) may be stored and/or transferred inelectronic files.

Individual sensors may include image sensors, cameras, depth sensors,remote sensors, and/or other sensors. As used herein, the terms “camera”and/or “image sensor” may include any device that captures images,including but not limited to a single lens-based camera, a camera array,a solid-state camera, a mechanical camera, a digital camera, an imagesensor, a depth sensor, a remote sensor, a lidar, an infrared sensor, a(monochrome) complementary metal-oxide-semiconductor (CMOS) sensor, anactive pixel sensor, and/or other sensors. Individual sensors may beconfigured to capture information, including but not limited to visualinformation, video information, audio information, geolocationinformation, orientation and/or motion information, depth information,and/or other information. Information captured by one or more sensorsmay be marked, timestamped, annotated, and/or otherwise processed suchthat information captured by other sensors can be synchronized, aligned,annotated, and/or otherwise associated therewith. For example, videoinformation captured by an image sensor may be synchronized withinformation captured by an accelerometer or other sensor. Output signalsgenerated by individual image sensors (and/or information based thereon)may be stored and/or transferred in electronic files.

In some implementations, an image sensor may be integrated withelectronic storage such that captured information may be stored in theintegrated embedded storage. In some implementations, the system mayinclude one or more cameras. For example, a camera may include one ormore image sensors and electronic storage media. In someimplementations, an image sensor may be configured to transfer capturedinformation to remote electronic storage media, e.g. through “thecloud.”

The one or more servers may include one or more processors configured toexecute one or more computer program components. The computer programcomponents may include one or more of a parameter determinationcomponent, an autopilot component, a timing component, a challengecomponent, a response component, a responsiveness component, a vehiclecontrol component, a confidence component, a record component, atransmission component, a preparedness component, a performancecomponent, a comparison component, and/or other components.

The parameter determination component may be configured to determineparameters, e.g. based on output signals from sensors. Parameters mayinclude operating parameters, driving parameters, traffic parameters,road surface parameters, weather parameters, vehicle parameters,operator parameters, environmental parameters, and/or other parameters.The different types of parameters used in this disclosure need not bemutually exclusive. For example, a parameter representing the currentlevel of precipitation may be both a weather parameter and anenvironmental parameter. For example, a parameter representing how icythe road is may be both a road surface parameter and an environmentalparameter. By way of non-limiting example, other relationships betweendifferent types of parameters are described in this disclosure.

Current operating parameters may be related to the vehicle, theoperation of the vehicle, physical characteristics of the vehicle,and/or other information. Driving parameters may be related to trafficparameters, road surface parameters, weather parameters, and/or otherinformation. Vehicle parameters may be related to the vehicle, theoperation of the vehicle, physical characteristics of the vehicle,and/or other information. Operator parameters may be related to thevehicle operator, and/or other information. Environmental parameters maybe related to the environment outside of the vehicle, visibility, and/orother information.

In some implementations, the parameter determination component may beconfigured to determine a parameter one or more times in an ongoingmanner during operation of the vehicle, and/or over periods longer thanone day, one week, and/or one month. In some implementations, one ormore parameters (e.g. weather parameters) may be received from one ormore sources external to the vehicle. For example, a source external tothe vehicle may include a remote server and/or an external provider.

The autopilot component may be configured to operate a vehicleautonomously, e.g. in an autonomous operation mode. As used herein, theterm “autonomous” refers to a lack of human intervention or control, atleast for some continuous duration. In some implementations, theautopilot component may be configured to determine whether vehiclecontrol shall be transitioned from an autonomous operation mode to amanual operation mode. In some implementations, the autopilot componentmay be configured to transition vehicle control between different modesof operation, e.g. from an autonomous operation mode to a manualoperation mode. In some implementations, operations of the autopilotcomponent may be based on the operations of the vehicle controlcomponent, and/or vice versa.

The timing component may be configured to determine moments in time forgauging whether a vehicle operator is ready to assume control of avehicle. A vehicle operator being ready to assume manual control may bereferred to as being prepared or preparedness. In some implementations,the timing component may be configured to determine a moment in time topresent a challenge to the vehicle operator. Once a challenge has beenpresented, the vehicle operator may take action to respond to or meetthe challenge. The challenge and response may be used to gauge a levelof responsiveness of the vehicle operator. In some implementations,preparedness may correspond to responsiveness of the vehicle operator.For example, a highly responsive vehicle operator may be deemed highlyprepared to assume manual control of the vehicle. On the other hand, avehicle operator who is slow to respond to a challenge may be deemedunprepared or insufficiently prepared to assume manual control of thevehicle.

The challenge component may be configured to present challenges tovehicle operators. In some implementations, the challenge component maybe configured to present a challenge to a vehicle operator at a momentin time as determined by the timing component. For example, a challengemay include generation of a sound, activation of an indicator, and/oranother audible and/or visual notification to which a vehicle operatoris expected to respond, in order to confirm he or she is payingattention in general, and, more specifically, ready to assume manualcontrol of the vehicle if needed.

The response component may be configured to detect whether a vehicleoperator has responded to a challenge presented by the challengecomponent. In some implementations, a response may include audiblefeedback (i.e. the vehicle operator may say a particular phrase out loudsuch that his or her response may be captured through a microphone),tactile feedback, a particular gesture or motion, a particularinteraction with a user interface (i.e. the vehicle operator may push abutton or swipe across a touchscreen to indicate a response), and/orother types of responses capable of being interpreted and/or recognizedthrough one or more sensors of the vehicle.

The responsiveness component may be configured to determine levels ofresponsiveness of a vehicle operator. In some implementations,determinations by the responsiveness component may be based ondetections by the response component. Alternatively, and/orsimultaneously, determinations by the responsiveness component may bebased on (the timing of) presentations by the challenge component. Forexample, a level of responsiveness may be based on the elapsed timebetween a presentation of a challenge and detection of a response tothat challenge by the vehicle operator.

The vehicle control component may be configured to operate the vehiclein one or more modes of operation. In some implementations, the vehiclecontrol component may be configured to transition vehicle controlbetween different modes of operation. For example, the vehicle controlcomponent may transition vehicle control from an autonomous mode ofoperation to a manual mode of operation, and/or vice versa. For example,the vehicle control component may transition vehicle control from anautonomous mode of operation to halt vehicle operation, e.g. by pullingthe vehicle over or parking the vehicle. In some implementations,operations and/or transitions by the vehicle control component may bebased on determinations by the responsiveness component, and/or based onthe operation of other components. In some implementations, operationsof the autopilot component may be based on the operations of the vehiclecontrol component, and/or vice versa.

The confidence component may be configured to determine levels ofconfidence pertaining to one or more modes of vehicle operation. In someimplementations, the confidence component may be configured to determinean operator confidence. Operator confidence may be a level of confidencethat the vehicle operator is prepared to assume manual control of thevehicle. In some implementations, the confidence component may beconfigured to determine an automation confidence. Automation confidencemay be a level of confidence that vehicle control through an autonomousmode of operation is prepared to continue autonomous vehicle operation.One or more levels of confidence may be used by other components, e.g.by the timing component.

The record component may be configured to capture, record, store, and/ortransmit information, including but not limited to information relatedto vehicle operation. In some implementations, information related tovehicle operation may be used to create vehicle event records. Forexample, changes in the operation mode of the vehicle may be used tocreate a vehicle event record. For example, determinations by theresponsiveness component may be used to create a vehicle record. Forexample, determinations by other components may be used to create avehicle record. Vehicle event records may include video information,audio information, data from an engine control module (ECM) system,metadata, information based on sensor-generated output, and/or otherinformation.

The transmission component may be configured to transmit information,e.g. to one or more remote servers that are external to a vehicle. Forexample, the transmission component may be configured to transmitvehicle event records. Vehicle event records may be stored locally in avehicle and/or transmitted from a vehicle to a system, server, and/or aservice that is external to the vehicle, including but not limited to aremote server and/or an external provider. In some implementations, asystem, server, and/or a service that is external to the vehicle mayquery and/or request information from a particular vehicle. Thetransmission component may be configured to respond to a query orrequest by transmitting information as queried and/or requested. In someimplementations, the transmission component may be configured tofacilitate communication of information between vehicles, remoteservers, external providers, and/or other systems, servers, and/orservices external to vehicles. Communication may be in real-time or nearreal-time. Communication may be wireless.

The transmission component may be configured to generate and/ordetermine notifications related to vehicle operation. In someimplementations, notifications may be intended for drivers of vehicles.For example, the transmission component may be configured to receivetransmission, such as notifications for drivers, including but notlimited to warnings or requests (for example to reduce speed). In someimplementations, notifications may be transmitted from a vehicle to asystem, server, and/or a service that is external to the vehicle,including but not limited to a remote server and/or an externalprovider.

The preparedness component may be configured to determine preparednessof vehicle operators. In some implementations, preparedness may indicatewhether a vehicle operator is ready or prepared to assume control of avehicle. In some implementations, preparedness may indicate whether avehicle operator is ready or prepared to assume control of a vehiclethat is currently controlled autonomously and/or by another person. Insome implementations, preparedness may be represented by a metric, alevel, a numeric value, and/or other representation. In someimplementations, preparedness may be determined per individual vehicleoperator. In some implementations, preparedness may be based on a levelof responsiveness, e.g. as determined by the responsiveness component.In some implementations, preparedness may be determined based on atleast two responses by an individual vehicle operator to presentedchallenges. In some implementations, preparedness may be determinedbased on at least three responses by an individual vehicle operator topresented challenges. In some implementations, preparedness may bedetermined based on more than three responses by an individual vehicleoperator to presented challenges.

The performance component may be configured to determine drivingperformance of vehicle operators. In some implementations, drivingperformance may include a duration during and/or after a transitionbetween operation modes. For example, driving performance may include aduration during and/or after a transition from an autonomous operationmode to a manual operation mode.

The comparison component may be configured to compare preparedness ofindividual vehicle operators over time. In some implementations, thecomparison component may be configured to compare preparedness of morethan one vehicle operator. In some implementations, the comparisoncomponent may be configured to compare preparedness of a set of vehicleoperators. For example, a set of vehicle operators may be selectedand/or filtered on one or more characteristics they have in common, suchas geographical location, a demographic characteristic, and/or otherinformation.

As used herein, any association (or relation, or reflection, orindication, or correspondency) involving vehicles, sensors, vehicleevents, challenges, responses, parameters, thresholds, levels, metrics,functions, notifications, and/or another entity or object that interactswith any part of the system and/or plays a part in the operation of thesystem, may be a one-to-one association, a one-to-many association, amany-to-one association, and/or a many-to-many association or N-to-Massociation (note that N and M may be different numbers greater than 1).

As used herein, the term “obtain” (and derivatives thereof) may includeactive and/or passive retrieval, determination, derivation, transfer,upload, download, submission, and/or exchange of information, and/or anycombination thereof. As used herein, the term “effectuate” (andderivatives thereof) may include active and/or passive causation of anyeffect. As used herein, the term “determine” (and derivatives thereof)may include gauge, measure, calculate, compute, estimate, approximate,generate, and/or otherwise derive, and/or any combination thereof.

These and other objects, features, and characteristics of the servers,systems, and/or methods disclosed herein, as well as the methods ofoperation and functions of the related elements of structure and thecombination of parts and economies of manufacture, will become moreapparent upon consideration of the following description and theappended claims with reference to the accompanying drawings, all ofwhich form a part of this disclosure, wherein like reference numeralsdesignate corresponding parts in the various figures. It is to beexpressly understood, however, that the drawings are for the purpose ofillustration and description only and are not intended as a definitionof the limits of the invention. As used in the specification and in theclaims, the singular form of “a”, “an”, and “the” include pluralreferents unless the context clearly dictates otherwise.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a system configured to determine vehicle operatorpreparedness for vehicle operators of vehicles that support bothautonomous operation and manual operation, in accordance with one ormore embodiments.

FIG. 2 illustrates a method to determine vehicle operator preparednessfor vehicle operators of vehicles that support both autonomous operationand manual operation, in accordance with one or more embodiments.

FIG. 3 illustrates a scenario in which a system configured to determinevehicle operator preparedness for vehicle operators of vehicles thatsupport both autonomous operation and manual operation is used, inaccordance with one or more embodiments.

FIG. 4 illustrates various examples of scenarios in which a systemconfigured to determine vehicle operator preparedness for vehicleoperators of vehicles that support both autonomous operation and manualoperation is used, in accordance with one or more embodiments.

DETAILED DESCRIPTION

FIG. 1 illustrates a system 10 configured to determine vehicle operatorpreparedness for a vehicle operator of a vehicle 12 that supports bothautonomous operation and manual operation. In some implementations,system 10 may be configured to determine vehicle operator preparednessfor a set of vehicle operators. Some or all of system 10 may beinstalled in vehicle 12, carried by vehicle 12, and/or be otherwisecoupled with and/or related to vehicle 12. In some implementations,system 10 may include sensors 142, one or more servers 11, one or morephysical processors 110, electronic storage 60, a network 13, one ormore external providers 18, and/or other components. One or more sensors142 may be configured to generate output signals. The output signals mayconvey information related to vehicle 12, vehicle operation of vehicle12, a vehicle operator of vehicle 12, operating parameters of vehicle12, parameters of vehicle 12, and/or other parameters.

Information related to current operating parameters of the vehicle mayinclude feedback information from one or more of the mechanical systemsof vehicle 12, and/or other information. The mechanical systems ofvehicle 12 may include, for example, the engine, the drive train, thelighting systems (e.g., headlights, brake lights), the braking system,the transmission, fuel delivery systems, and/or other mechanicalsystems. The mechanical systems of vehicle 12 may include one or moremechanical sensors, electronic sensors, and/or other sensors thatgenerate the output signals (e.g., seat belt sensors, tire pressuresensors, etc.). In some implementations, at least one of sensors 142 maybe a vehicle system sensor included in an ECM system of vehicle 12.

In some implementations, sensors 142 may include one or more videocameras, one or more image sensors, and/or one or more microphones,and/or other sensors. Based on an analysis of images and/or soundscaptured, system 10 may determine, using algorithms, that vehicle 12 ismoving forward, is in reverse, has maneuvered outside of its lane oftraffic, is making a turn, and/or other maneuvers. For example, by wayof non-limiting example, driving maneuvers may include swerving, aU-turn, freewheeling, over-revving, lane-departure, short followingdistance, imminent collision, unsafe turning that approaches rolloverand/or vehicle stability limits, hard braking, rapid acceleration,idling, driving outside a geo-fence boundary, crossing double-yellowlines, passing on single-lane roads, a certain number of lane changeswithin a certain amount of time or distance, fast lane change, cuttingoff other vehicles during lane-change speeding, running a red light,running a stop sign, and/or other driving maneuvers.

In some implementations, information related to current operatingparameters of vehicle 12 may include information related to theenvironment in and/or around vehicle 12. The vehicle environment mayinclude spaces in and around an interior and an exterior of vehicle 12.The information may include information related to movement of vehicle12, an orientation of vehicle 12, a geographic position of vehicle 12, aspatial position of vehicle 12 relative to other objects, a tilt angleof vehicle 12, an inclination/declination angle of vehicle 12, and/orother information. In some implementations, the output signals conveyinginformation may be generated via non-standard aftermarket sensorsinstalled in vehicle 12. Non-standard aftermarket sensors may include,for example, a video camera, a microphone, an accelerometer, agyroscope, a geolocation sensor (e.g., a GPS device), a radar detector,a magnetometer, radar (e.g. for measuring distance of leading vehicle),and/or other sensors. In some implementations, sensors 142 may includemultiple cameras positioned around vehicle 12 and synchronized togetherto provide a 360 degree view of the inside of vehicle 12 and/or a 360degree view of the outside of vehicle 12.

Although sensors 142 are depicted in FIG. 1 as a particular number ofelements, e.g. five elements, this is not intended to be limiting.Sensors 142 may include one or more sensors located adjacent to and/orin communication with the various mechanical systems of vehicle 12, inone or more positions (e.g., at or near the front of vehicle 12, at ornear the back of vehicle 12, on the side of vehicle 12, on or near thewindshield of vehicle 12, facing outward and/or inward, etc.) toaccurately acquire information representing the vehicle environment(e.g. visual information, spatial information, orientation information),and/or in other locations. For example, in some implementations, system10 may be configured such that a first sensor is located near or incommunication with a rotating tire of vehicle 12, and a second sensorlocated on top of vehicle 12 is in communication with a geolocationsatellite. In some implementations, sensors 142 may be configured togenerate output signals continuously during operation of vehicle 12. Insome implementations, one or more sensors 142 may be located external tovehicle 12, e.g., as depicted in FIG. 1, in proximity of a road 15.Sensors external to vehicle 12 may be configured to generate outputsignals that convey information that is external to vehicle 12 butpertinent to vehicle operation, including but not limited to trafficinformation, visibility information, road surface information, and/orother information.

As shown in FIG. 1, server 11 may include one or more processors 110configured to execute one or more computer program components. System 10may determine, gauge, measure, calculate, compute, estimate,approximate, generate, and/or otherwise derive whether a vehicleoperator is ready or prepared to assume control of vehicle 12, based ona combination of different types of information. In someimplementations, system 10 may control vehicle operation based on alevel of confidence in the vehicle operator and/or the autopilot tohandle current driving parameters. The computer program components maycomprise one or more of a parameter determination component 20, anautopilot component 21, a timing component 22, a challenge component 23,a response component 24, a responsiveness component 25, a vehiclecontrol component 26, a confidence component 27, a record component 28,a transmission component 29, a preparedness component 30, a performancecomponent 31, a comparison component 32, and/or other components.

Parameter determination component 20 may be configured to determineparameters, e.g. current operating parameters and/or vehicle parametersof vehicle 12. Parameter determination component 20 may determinecurrent operating parameters, driving parameters, traffic parameters,road surface parameters, weather parameters, vehicle parameters,operator parameters, environmental parameters, and/or other parametersbased on the information conveyed by the output signals from sensors 142and/or other information. The one or more current operating parametersmay be related to vehicle 12, the operation of vehicle 12, physicalcharacteristics of vehicle 12, and/or other information. Drivingparameters may be related to traffic parameters, road surfaceparameters, weather parameters, and/or other information. Vehicleparameters may be related to vehicle 12, the operation of vehicle 12,physical characteristics of vehicle 12, and/or other information.Operator parameters may be related to the vehicle operator, and/or otherinformation. Environmental parameters may be related to the environmentoutside of vehicle 12, visibility for the vehicle operator, and/or otherinformation. In some implementations, parameter determination component20 may be configured to determine one or more of the current operatingparameters and/or the vehicle parameters one or more times in an ongoingmanner during operation of vehicle 12.

In some implementations, operating parameters may include vehicleparameters. For example, vehicle parameters may be related to one ormore of an acceleration, a direction of travel, a turn diameter, avehicle speed, an engine speed (e.g. RPM), a duration of time, a closingdistance, a lane departure from an intended travelling lane of thevehicle, a following distance, physical characteristics of vehicle 12(such as mass and/or number of axles, for example), a tilt angle ofvehicle 12, an inclination/declination angle of vehicle 12, and/or otherparameters.

The physical characteristics of vehicle 12 may be physical features ofvehicle 12 set during manufacture of vehicle 12, during loading ofvehicle 12, and/or at other times. For example, the one or more vehicleparameters may include a vehicle type (e.g., a car, a bus, a semi-truck,a tanker truck), a vehicle size (e.g., length), a vehicle weight (e.g.,including cargo and/or without cargo), a number of gears, a number ofaxles, a type of load carried by vehicle 12 (e.g., food items,livestock, construction materials, hazardous materials, an oversizedload, a liquid), vehicle trailer type, trailer length, trailer weight,trailer height, a number of axles, and/or other physical features.

Traffic parameters may be related to the number of other vehicles on theroad, the distance to one or more other vehicles, the average distanceto a vehicle in front of vehicle 12, average speed of vehicle 12, and/orother parameters that vary with traffic conditions. Road surfaceparameters may be related to the material that comprises the road, theinclination of the road, the width of the road, the curviness of theroad, the wetness of the road, the iciness of the road, and/or otherparameters related to road surface. Weather parameters may be related totemperature, humidity, precipitation, wind speed and direction,storminess, visibility, ambient lighting conditions, and/or otherparameters related to weather. Operator parameters may be related to theheight, weight, reaction time, dexterity, driving record, reaction time,eye-sight, hearing, and/or other measurements or physicalcharacteristics of the vehicle operator. Operator parameters may berelated to biometric information of the vehicle operator, including butnot limited to heart rate, breathing rate, blood pressure level, and/orother biometric information. Operator parameters may be related to thecurrent position or location of the vehicle operator, the direction ofthe vehicle operator's face, eyes, or gaze, and/or other operatorinformation. Environmental parameters may be related to the environmentoutside of the vehicle, visibility, and/or other information.

In some implementations, parameter determination component 20 may beconfigured to determine one or more vehicle parameters based on theoutput signals from at least two different sensors. For example,parameter determination component 20 may determine one or more of thevehicle parameters based on output signals from a sensor 142 related tothe ECM system and an external aftermarket added sensor 142. In someimplementations, a determination of one or more of the vehicleparameters based on output signals from at least two different sensors142 may be more accurate and/or precise than a determination based onthe output signals from only one sensor 142. For example, on an icysurface, output signals from an accelerometer may not convey that adriver of vehicle 12 is applying the brakes of vehicle 12. However, asensor in communication with the braking system of vehicle 12 wouldconvey that the driver is applying the brakes. System 10 may determine avalue of a braking parameter based on the braking sensor informationeven though the output signals from the accelerometer may not conveythat the driver is applying the brakes.

Parameter determination component 20 may be configured to determinevehicle parameters that are not directly measurable by any of theavailable sensors. For example, an inclinometer may not be available tomeasure the road grade, but vehicle speed data as measured by a GPSsystem and/or by a wheel sensor ECM may be combined with accelerometerdata to determine the road grade. If an accelerometer measures a forcethat is consistent with braking, but the vehicle speed remains constant,the parameter component can determine that the measured force is acomponent of the gravity vector that is acting along the longitudinalaxis of the vehicle. By using trigonometry, the magnitude of the gravityvector component can be used to determine the road grade (e.g., pitchangle of the vehicle in respect to the horizontal plane).

In some implementations, one or more of the vehicle parameters may bedetermined one or more times in an ongoing manner during operation ofvehicle 12. In some implementations, one or more of the vehicleparameters may be determined at regular time intervals during operationof vehicle 12. The timing of the vehicle parameter determinations (e.g.,in an ongoing manner, at regular time intervals, etc.) may be programmedat manufacture, obtained responsive to user entry and/or selection oftiming information via a user interface and/or a remote computingdevice, and/or may be determined in other ways. The time intervals ofparameter determination may be significantly less (e.g. more frequent)than the time intervals at which various sensor measurements areavailable. In such cases, system 10 may estimate vehicle parameters inbetween the actual measurements of the same vehicle parameters by therespective sensors, to the extent that the vehicle parameters aremeasurable. This may be established by means of a physical model thatdescribes the behavior of various vehicle parameters and theirinterdependency. For example, a vehicle speed parameter may be estimatedat a rate of 20 times per second, although the underlying speedmeasurements are much less frequent (e.g., four times per second for ECMspeed, one time per second for GPS speed). This may be accomplished byintegrating vehicle acceleration, as measured by the accelerometersensor where the measurements are available 1000 times per second,across time to determine change in speed that is accumulated over timeagain for the most recent vehicle speed measurement. The benefit ofthese more frequent estimates of vehicle parameters may be many and theyinclude improved operation of other components of system 10, reducedcomplexity of downstream logic and system design (e.g., all vehicleparameters are updated at the same interval, rather than being updatingirregularly and at the interval of each respective sensor), and morepleasing (e.g., “smooth”) presentation of vehicle event recorder datathrough an event player apparatus.

In some implementations, one or more types of information may bereceived by system 10 through network 13, e.g. the internet. Network 13may include private networks, public networks, and/or combinationsthereof. For example, information related to weather parameters may bereceived from a particular external provider 18 that provides weatherinformation. For example, information related to road surface parametersmay be received from a particular external provider 18 that providesroad parameter information. For example, information related to trafficparameters may be received from a particular external provider 18 thatprovides traffic information.

In some implementations, a value of a current operating parameter thateffectuates a particular determination and/or detection may vary as afunction of a parameter or of other information.

Autopilot component 21 may be configured to operate vehicle 12autonomously, e.g. in an autonomous operation mode. In someimplementations, system 10 may support a single autonomous operationmode. In some implementations, system 10 may support multiple autonomousoperation modes. For example, a vehicle operator may be able to selectwhich mode of operation is preferred. In some implementations,autonomous operation may be based on a particular operator-specificdestination, such as a destination address, or the nearest coffee shop.Autopilot component 21 may be configured to use output signals fromsensors and/or parameters derived therefrom in order to operate vehicle12 autonomously. In some implementations, autopilot component 21 may beconfigured to transition vehicle control between different modes ofoperation, e.g. from an autonomous operation mode to a manual operationmode. In some implementations, operations of autopilot component 21 maybe based on the operations of vehicle control component 26, and/or viceversa.

Timing component 22 may be configured to determine moments in time forgauging whether a vehicle operator is ready to assume control of vehicle12. In some implementations, timing component 22 may be configured todetermine a moment in time to present a challenge to the vehicleoperator. Once a challenge has been presented, the vehicle operator maytake action to respond to or meet the challenge. The challenge andresponse may be used to gauge a level of responsiveness of the vehicleoperator. In some implementations, preparedness may correspond toresponsiveness of the vehicle operator. In some implementations,preparedness may correspond to an estimate for how long it would takethe vehicle operator to assume manual control of vehicle 12.

In some implementations, determinations by timing component 22 may bebased on one or more operator parameters, driving parameters, and/orother parameters, as well as combinations thereof. In someimplementations, determinations by timing component 22 may be based onone or more of biometric information of the vehicle operator, andoperator information related to a direction of view of the vehicleoperator. In some implementations, determinations by timing component 22may be based on traffic information related to current trafficparameters and environmental information related to surface parametersof the road. In some implementations, determinations by timing component22 may be based on one or more of biometric information of the vehicleoperator, operator information related to a direction of view of thevehicle operator, traffic information related to current trafficparameters, and environmental information related to surface parametersof the road. In some implementations, determinations by timing component22 may be based on one or more determination by other modules, such as adetermination of a level of responsiveness of the vehicle operator byresponsiveness component 25.

Challenge component 23 may be configured to present challenges tovehicle operators. In some implementations, challenge component 23 maybe configured to present a challenge to a vehicle operator at a momentin time as determined by timing component 22. For example, a challengemay include generation of a sound, activation of an indicator, and/oranother audible and/or visual notification to which a vehicle operatoris expected to respond, in order to confirm he or she is payingattention in general, and, more specifically, ready to assume manualcontrol of vehicle 12 if needed.

In some implementations, the output signals may convey biometricinformation of the vehicle operator, and a determination of timingcomponent 22 may be based on the biometric information. For example,operator drowsiness may prompt more challenges. In some implementations,the output signals may convey operator information related to adirection of view of the vehicle operator, and a determination of timingcomponent 22 may be based on the operator information. For example,distractedness by the operator may prompt more challenges. In someimplementations, the output signals may convey traffic informationrelated to current traffic parameters, and a determination of timingcomponent 22 may be based on the traffic information. For example,crowded streets may warrant more challenges. In some implementations,the output signals may convey environmental information related tosurface parameters of the road, and a determination of timing component22 may be based on the environmental information. For example, wet, icy,and/or uneven roads may prompt more challenges.

Response component 24 may be configured to detect whether a vehicleoperator has responded to a challenge presented by challenge component23. In some implementations, a response may include audible feedback(i.e. the vehicle operator may say a particular phrase out loud suchthat his or her response may be captured through a microphone), tactilefeedback, a particular gesture or motion, a particular interaction witha user interface (i.e. the vehicle operator may push a button or swipeacross a touchscreen to indicate a response), and/or other types ofresponses capable of being interpreted and/or recognized through one ormore sensors 142 of vehicle 12.

Responsiveness component 25 may be configured to determine levels ofresponsiveness of a vehicle operator. In some implementations,determinations by responsiveness component 25 may be used to determinewhether the current mode of operation should be maintained or bechanged, e.g. from autonomous to manual operation. In someimplementations, determinations by responsiveness component 25 may bebased on detections by response component 24. Alternatively, and/orsimultaneously, determinations by responsiveness component 25 may bebased on (the timing of) presentations by challenge component 23. Forexample, a level of responsiveness may be based on the elapsed timebetween a presentation of a challenge and detection of a response tothat challenge by the vehicle operator. In some implementations, theelapsed time may be used as an estimate for how long it would take thevehicle operator to assume manual control of vehicle 12. In someimplementations, a level of responsiveness may be based on actualresponsiveness of a vehicle operator, e.g. during manual operation. Insome implementations, a level of responsiveness may be based on actualresponsiveness of a vehicle operator, e.g. during and/or after atransition from autonomous to manual operation. In some implementations,actual responsiveness may be based on current driving parameters,including but not limited to parameters related to riskiness.

In some implementations, operation of responsiveness component 25 may bebased on comparisons with one or more thresholds. For example, the levelof responsiveness of the vehicle operator may be compared with athreshold of adequate responsiveness. For example, if the threshold ismet, system 10 may maintain an autonomous mode of operation. Forexample, if the threshold is not met, system 10 may transition toanother mode of operation and/or halt or park vehicle 12. Alternatively,and/or simultaneously, if the threshold is not met, system 10 may beconfigured to present additional and/or different challenges that may beused to determine whether the current mode of operation should change orstay the same. In some implementations, the threshold may be adjusteddynamically. For example, under more challenging driving conditions, therequired level of responsiveness may be higher than compared to lesschallenging driving conditions. For example, the current level ofresponsiveness may be used to determine the next moment in time forpresenting a challenge and/or the next threshold of adequateresponsiveness that the vehicle operator is required to meet in order tomaintain the autonomous operation mode.

In some implementations, a value of a threshold level may vary as afunction of one or more of responsiveness, a parameter, and of otherinformation. For example, a threshold level may increase after one ormore challenges. A vehicle operator may be expected to have an increasedlevel of preparedness after one or more challenges have been presented,in particular if some of those challenges were prompted by conditionsindicating a reduction in operator confidence.

In some implementations, the required level of responsiveness may beadjusted based on measurements and/or determinations spanning a periodextending beyond 15 minutes, or an hour, or spanning a day, week, month,year, or more. For example, adjustments may be based on a particularvehicle operator's driving history. For example, adjustments may bebased on the driving history for multiple drivers.

In some implementations, responsiveness may be based on more than onechallenge-response pair. For example, the past two, three, four, five,or more such pairs may be aggregated to determine a current level ofresponsiveness.

Vehicle control component 26 may be configured to operate vehicle 12 inone or more modes of operation. In some implementations, vehicle controlcomponent 26 may be configured to transition vehicle control betweendifferent modes of operation. For example, vehicle control component 26may transition vehicle control from an autonomous mode of operation to amanual mode of operation, and/or vice versa. For example, vehiclecontrol component 26 may transition vehicle control from an autonomousmode of operation to halt vehicle operation, e.g. by pulling vehicle 12over or parking vehicle 12. In some implementations, operations and/ortransitions by vehicle control component 26 may be based ondeterminations by responsiveness component 25, and/or based on theoperation of other components. In some implementations, operations ofautopilot component 21 may be based on the operations of the vehiclecontrol component 26, and/or vice versa.

In some implementations, vehicle control component 26 may be configuredto determine that vehicle control should be transitioned betweendifferent modes of operation. Determinations by vehicle controlcomponent 26 may be based on one or more considerations. For example, adetermination to transition from an autonomous operation mode to amanual operation mode may be based on a set of considerations. In someimplementations, considerations may include one or more of operatorconfidence, automation confidence, responsiveness, preparedness, trafficparameters, visibility, riskiness of the current driving parameters,system malfunction, and/or other considerations.

By way of non-limiting example, FIG. 3 illustrates a top-view of ascenario in which a system similar or the same as system 10 of FIG. 1 isused. At a moment indicated by “t=0,” vehicle 12 is driving on a road inan autonomous operation mode of control, in a direction indicated by adotted arrow. At a subsequent moment indicated by “t=1,” a system ofvehicle 12 presents a challenge to the operator of vehicle 12 to gaugethe level of responsiveness of the vehicle operator. At a subsequentmoment indicated by “t=2,” the system detects a response by the vehicleoperator to the presented challenge. At a subsequent moment indicated by“t=3,” the system determines that the level of responsiveness of thevehicle operator is not adequate to maintain the autonomous vehicleoperation. As a result, vehicle 12 is guided to the nearest parkingplace. At a subsequent moment indicated by “t=4,” the system parksvehicle 12 in a parking spot and halts autonomous operation of vehicle12.

Confidence component 27 may be configured to determine levels ofconfidence pertaining to one or more modes of vehicle operation. In someimplementations, confidence component 27 may be configured to determinea metric representing a level of operator confidence, also referred toas an operator confidence. Operator confidence may be a level ofconfidence that the vehicle operator is prepared to assume manualcontrol of vehicle 12. In some implementations, operator confidence maybe based on the level of responsiveness of the vehicle operator asdetermined by responsiveness component 25. In some implementations,operator confidence may be based on a prediction of how responsive aparticular vehicle operator will be. Alternatively, and/orsimultaneously, operator confidence may be based on a prediction of thelevel of responsiveness required to transition vehicle control to thevehicle operator. In some implementations, predictions may be based ontraffic parameters, weather parameters, and/or other parameters. Forexample, driving at a higher speed may correspond to a requirement of ahigher level of responsiveness, whereas driving at a lower speed maycorrespond to a requirement of a lower level of responsiveness.

In some implementations, confidence component 27 may be configured todetermine an automation confidence. Automation confidence may be a levelof confidence that vehicle control should continue autonomous vehicleoperation. Automation confidence may be based on one or morepredictions. For example, automation confidence may be based on aprediction of changes in a traffic parameter and/or other parameter. Oneor more levels of confidence may be used by other components, e.g. bytiming component 22. In some implementations, lower levels of confidencemay correspond to more and/or more frequent challenges to the vehicleoperator.

Preparedness component 30 may be configured to determine preparedness ofone or more vehicle operators. In some implementations, preparedness mayindicate whether a vehicle operator is ready or prepared to assumecontrol of vehicle 12. In some implementations, preparedness mayindicate whether a vehicle operator is ready or prepared to assumecontrol of vehicle 12 that is currently controlled autonomously and/orby another person. In some implementations, preparedness may berepresented by a metric, a level, a numeric value, and/or otherrepresentation. In some implementations, preparedness may be determinedper individual vehicle operator. In some implementations, preparednessmay be based on a level of responsiveness, e.g. as determined byresponsiveness component 25. In some implementations, preparedness maybe determined based on at least two responses by an individual vehicleoperator to presented challenges. In some implementations, preparednessmay be determined based on at least three responses by an individualvehicle operator to presented challenges. In some implementations,preparedness may be determined based on more than three responses by anindividual vehicle operator to presented challenges.

In some implementations, preparedness may be determined based onresponses spanning a particular duration by an individual vehicleoperator to presented challenges. For example, the particular durationmay be an hour, two hours, four hours, six hours, eight hours, a day,two days, three days, four days, a week, and/or another duration asappropriate.

In some implementations, preparedness component 30 may be configured todetermine changes in preparedness spanning a particular duration and/ora particular number of challenges. For example, preparedness component30 may be configured to determine changes in preparedness spanning atleast three challenges and responses, at least an entire day, and/oranother appropriate amount. In some implementations, preparednesscomponent 30 may be configured to modify a metric of preparedness, e.g.based on responsiveness. In some implementations, preparedness component30 may be configured to modify a metric of preparedness, e.g. based onactual responsiveness related to a transition to a manual mode ofoperation.

Performance component 31 may be configured to determine drivingperformance of one or more vehicle operators. In some implementations,driving performance may include a duration during and/or after atransition between operation modes. For example, driving performance mayinclude a duration during and/or after a transition from an autonomousoperation mode to a manual operation mode. In some implementations,driving performance may be based on output signals generated by one ormore sensors 142. By way of non-limiting example, occurrences of drivingmaneuvers may affect driving performance as determine by performancecomponent 31. For example, speeding and/or hard braking (alone or incombination) may effectuate a lower driving performance score thanadhering to the speed limit and moderate braking.

Comparison component 32 may be configured to compare preparedness ofindividual vehicle operators over time. For example, comparisoncomponent 32 may be configured to determine a trend in the preparednessof an individual vehicle operator, e.g. over a period of time spanning aday, a week, a month, and/or another period of time. In someimplementations, comparison component 32 may be configured to comparepreparedness between more than one vehicle operator. In someimplementations, comparison component 32 may be configured to comparepreparedness of a set of vehicle operators. For example, a set ofvehicle operators may be selected and/or filtered on one or morecharacteristics they have in common, such as geographical location (ofthe vehicle operators and/or their vehicles), a demographiccharacteristic, and/or other information. For example, preparedness at aparticular time-of-day may be compared among a set of vehicle operators.In some implementations, comparison component 32 may be configured togenerate a report regarding preparedness of one or more vehicleoperators. For example, reports may be transmitted by transmissioncomponent 29, e.g. to a system, server, and/or a service that isexternal to the one or more vehicles involved, including but not limitedto a remote server and/or an external provider 18.

In some implementations, additional challenges may be presented tovehicle operators having one or more characteristics in common. In someimplementations, responsiveness may be determined differently (e.g. byusing different thresholds) for vehicle operators having one or morecharacteristics in common. In some implementations, preparedness may bedetermined differently for vehicle operators having one or morecharacteristics in common.

By way of non-limiting example, FIG. 4 illustrates various examples ofscenarios in which a system similar or the same as system 10 of FIG. 1is used to determine vehicle operator preparedness. In graph 40, thehorizontal axis represents the passage of time, and the vertical axisrepresents a metric or level of preparedness. In function 41, thepreparedness of vehicle operator “A” is depicted. A preparednessthreshold 44 is indicated by a horizontal line, even though such athreshold need not be fixed over time. For example, under certainconditions, preparedness threshold 44 may be increased or decreased,and/or otherwise modified. At a moment indicated by reference 41 a,operator “A” preparedness breaches preparedness threshold 44. Dependingon the scenario, the system may determine, responsive to occurrence ofmoment 41 a, that vehicle operation should transition from an autonomousoperation mode to stop, park, or pull over. Alternatively, and/orsimultaneously, the system may determine that vehicle operator “A”should be presented with a challenge in an attempt to increase his orher preparedness.

In function 42, the preparedness of vehicle operator “B” is depicted. Ata moment indicated by reference 42 a, operator “B” preparedness breachespreparedness threshold 44. Depending on the scenario, the system maydetermine, responsive to occurrence of moment 42 a, that vehicleoperation should transition from a manual operation mode to anautonomous operation mode. Alternatively, and/or simultaneously, thesystem may determine that vehicle operator “B” should be presented withfewer challenges to gauge responsiveness.

In function 45, the preparedness of vehicle operator “C” is depicted. Atvarious moments, operator “C” preparedness breaches preparednessthreshold 44. Depending on the scenario, the system may determine,responsive to these breaches, that vehicle operation should transitionfrom an autonomous operation mode to a manual operation mode, or viceversa. Alternatively, and/or simultaneously, the system may determinethat vehicle operator “C” should be presented with additional challengesto gauge responsiveness. For example, the system may determine thatbreaches of preparedness threshold 44 occur in a pattern. For example,the pattern of operator “C” preparedness 45 may include daily, weekly,monthly, and/or other trends worth noting. For example, operator “C” mayoften appear to be less prepared to assume control of his or her vehicleat a particular time-of-day, in the weekend, in a particular week everymonth or most months, and/or at another reoccurring interval. In someimplementations, the system may determine that a particular mode ofvehicle operation may be not available during certain times, and/or thatadditional challenges to gauge responsiveness are warranted at suchtimes.

Referring to FIG. 1, record component 28 may be configured to capture,record, store, transmit, and/or process information, including but notlimited to information related to vehicle operation. In someimplementations, information related to vehicle operation may be used togenerate and/or create vehicle event records. Vehicle event records mayinclude video information, audio information, data from an ECM system,metadata, timing information, information based on sensor-generatedoutput, and/or other information. For example, changes in the operationmode of vehicle 12 may be used to create a vehicle event record. Inparticular, information regarding transitions from autonomous to manualoperation may be captured, recorded, stored, transmitted, and/orotherwise processed. In some implementations, record component 28 may beconfigured to capture information conveyed by the output signalsproximate in time to presentation of one or more particular challengesand/or responses.

Vehicle event records may be generated and/or stored locally in vehicle12 and/or transmitted from vehicle 12 to system 10, server 11, and/or toa service that is external to the vehicle, including but not limited toa remote server and/or external provider 18. In some implementations,vehicle event records may be generated and/or stored remotely, i.e. notlocally at vehicle 12. In some implementations, system 10, server 11,and/or a service that is external to vehicle 12 may query and/or requestinformation from a particular vehicle 12. Record component 28 may beconfigured to respond to a query or request by transmitting informationas queried and/or requested. In some implementations, record component28 may be configured to facilitate communication of information betweenparticular vehicles, remote servers, external providers, and/or othersystems, servers, and/or services external to the particular vehicles.Such communication may be in real-time or near real-time. Suchcommunication may include wireless communication.

Transmission component 29 may be configured to transmit information,e.g. to one or more remote servers that are external to vehicle 12. Forexample, transmission component 29 may be configured to transmit vehicleevent records. Vehicle event records may be stored locally in vehicle 12and/or transmitted from vehicle 12 to system 10, server 11, and/or aservice that is external to vehicle 12, including but not limited to aremote server and/or an external provider 18. In some implementations, asystem, server, and/or a service that is external to the vehicle mayquery and/or request information from vehicle 12. Transmission component29 may be configured to respond to a query or request by transmittinginformation as queried and/or requested. In some implementations,transmission component 29 may be configured to facilitate communicationof information between vehicles, remote servers, external providers,and/or other systems, servers, and/or services external to vehicles.Communication may be in real-time or near real-time. Communication maybe wireless.

Transmission component 29 may be configured to generate and/or determinenotifications related to vehicle operation. In some implementations,notifications may be intended for drivers of vehicles. For example,transmission component 29 may be configured to receive transmission,such as notifications for drivers, including but not limited to warningsor requests (for example to reduce speed). In some implementations,notifications may be transmitted from vehicle 12 to a system, server,and/or a service that is external to the vehicle, including but notlimited to a remote server and/or an external provider 18.

In some implementations, system 10 may include a user interfaceconfigured to provide an interface between system 10 and users throughwhich the users may provide information to and receive information fromsystem 10. This enables information to be communicated between a userand one or more of processor 110, sensors 142, vehicle 12, and/or othercomponents of system 10.

Examples of interface devices suitable for inclusion in a user interfaceinclude a keypad, buttons, switches, a keyboard, knobs, levers, adisplay screen, a touch screen, speakers, a microphone, an indicatorlight, an audible alarm, a printer, a tactile feedback device, and/orother interface devices.

It is to be understood that other communication techniques, eitherhard-wired or wireless, are also contemplated by the present disclosureas a user interface. Information may be loaded into system 10 wirelesslyfrom a remote location, from removable storage (e.g., a smart card, aflash drive, a removable disk, etc.), and/or other sources that enablethe user(s) to customize the implementation of system 10. Otherexemplary input devices and techniques adapted for use with system 10include, but are not limited to, an RS-232 port, RF link, an IR link,modem (telephone, cable, and/or other modems), a cellular network, aWi-Fi network, a local area network, and/or other devices and/orsystems. In short, any technique for communicating information withsystem 10 is contemplated by the present disclosure as a user interface.

Electronic storage 60 may comprise electronic storage media thatelectronically stores information. The electronic storage media ofelectronic storage 60 may comprise one or both of system storage that isprovided integrally (i.e., substantially non-removable) with system 10and/or removable storage that is removably connectable to system 10 via,for example, a port (e.g., a USB port, a firewire port, etc.) or a drive(e.g., a disk drive, etc.). Electronic storage 60 may comprise one ormore of optically readable storage media (e.g., optical disks, etc.),magnetically readable storage media (e.g., magnetic tape, magnetic harddrive, floppy drive, etc.), electrical charge-based storage media (e.g.,EEPROM, RAM, etc.), solid-state storage media (e.g., flash drive, etc.),and/or other electronically readable storage media. Electronic storage60 may store software algorithms, recorded video event data, informationdetermined by processor 110, information received via a user interface,and/or other information that enables system 10 to function properly.Electronic storage 60 may be (in whole or in part) a separate componentwithin system 10, or electronic storage 60 may be provided (in whole orin part) integrally with one or more other components of system 10.

In some implementations, a remote server may include communicationlines, or ports to enable the exchange of information with a network,processor 110 of system 10, and/or other computing platforms. The remoteserver may include a plurality of processors, electronic storage,hardware, software, and/or firmware components operating together toprovide the functionality attributed herein to a remote device. Forexample, the server may be implemented by a cloud of computing platformsoperating together as a system server.

As described above, processor 110 may be configured to provideinformation-processing capabilities in system 10. As such, processor 110may comprise one or more of a digital processor, an analog processor, adigital circuit designed to process information, an analog circuitdesigned to process information, a state machine, and/or othermechanisms for electronically processing information. Although processor110 is shown in FIG. 1 as a single entity, this is for illustrativepurposes only. In some implementations, processor 110 may comprise aplurality of processing units. These processing units may be physicallylocated within the same device (e.g., a vehicle event recorder), orprocessor 110 may represent processing functionality of a plurality ofdevices operating in coordination.

Processor 110 may be configured to execute components 20-32 by software;hardware; firmware; some combination of software, hardware, and/orfirmware; and/or other mechanisms for configuring processingcapabilities on processor 110. It should be appreciated that althoughcomponents 20-32 are illustrated in FIG. 1 as being co-located within asingle processing unit, in implementations in which processor 110comprises multiple processing units, one or more of components 20-32 maybe located remotely from the other components. The description of thefunctionality provided by the different components 20-32 describedherein is for illustrative purposes, and is not intended to be limiting,as any of components 20-32 may provide more or less functionality thanis described. For example, one or more of components 20-32 may beeliminated, and some or all of its functionality may be provided byother components 20-32. As another example, processor 110 may beconfigured to execute one or more additional components that may performsome or all of the functionality attributed below to one of components20-32.

FIG. 2 illustrates a method 200 to determine vehicle operatorpreparedness for vehicles that support both autonomous operation andmanual operation. The operations of method 200 presented below areintended to be illustrative. In some implementations, method 200 may beaccomplished with one or more additional operations not described,and/or without one or more of the operations discussed. Additionally,the order in which the operations of method 200 are illustrated (in FIG.2) and described below is not intended to be limiting. In someimplementations, two or more of the operations may occur substantiallysimultaneously.

In some implementations, method 200 may be implemented in one or moreprocessing devices (e.g., a digital processor, an analog processor, adigital circuit designed to process information, an analog circuitdesigned to process information, a state machine, and/or othermechanisms for electronically processing information). The one or moreprocessing devices may include one or more devices executing some or allof the operations of method 200 in response to instructions storedelectronically on one or more electronic storage mediums. The one ormore processing devices may include one or more devices configuredthrough hardware, firmware, and/or software to be specifically designedfor execution of one or more of the operations of method 200.

Referring to FIG. 2 and method 200, at an operation 202, output signalsare generated by a set of sensors conveying information related tovehicle operation. In some embodiments, operation 202 is performed by aset of sensors the same as or similar to sensors 142 (shown in FIG. 1and described herein).

At an operation 204, the vehicle is operated autonomously in anautonomous operation mode. In some embodiments, operation 204 isperformed by an autopilot component the same as or similar to autopilotcomponent 21 (shown in FIG. 1 and described herein).

At an operation 206, challenges are presented to the vehicle operator togauge a level of responsiveness of the vehicle operator. In someembodiments, operation 206 is performed by a challenge component thesame as or similar to challenge component 23 (shown in FIG. 1 anddescribed herein).

At an operation 208, responses by the vehicle operator to the presentedchallenges are detected. In some embodiments, operation 208 is performedby a response component the same as or similar to response component 24(shown in FIG. 1 and described herein).

At an operation 210, the level of responsiveness of the vehicle operatoris determined based on detections of the responses. In some embodiments,operation 210 is performed by a responsiveness component the same as orsimilar to responsiveness component 25 (shown in FIG. 1 and describedherein).

At an operation 212, a preparedness metric is determined that reflectspreparedness of the vehicle operator to assume control of the vehicle.The preparedness metric is based on the level of responsiveness suchthat the preparedness metric spans at least two responses. In someembodiments, operation 212 is performed by a preparedness component thesame as or similar to preparedness component 30 (shown in FIG. 1 anddescribed herein).

Although the system(s) and/or method(s) of this disclosure have beendescribed in detail for the purpose of illustration based on what iscurrently considered to be the most practical and preferredimplementations, it is to be understood that such detail is solely forthat purpose and that the disclosure is not limited to the disclosedimplementations, but, on the contrary, is intended to covermodifications and equivalent arrangements that are within the spirit andscope of the appended claims. For example, it is to be understood thatthe present disclosure contemplates that, to the extent possible, one ormore features of any implementation can be combined with one or morefeatures of any other implementation.

What is claimed is:
 1. A system configured to determine vehicle operatorpreparedness for vehicle operators of vehicles that support bothautonomous operation and manual operation, the system configured tocouple with one or more vehicles, wherein the vehicles include a firstvehicle and a second vehicle, wherein the operators include a firstvehicle operator for the first vehicle and a second vehicle operator forthe second vehicle, the system comprising: a set of sensors configuredto generate output signals conveying information related to vehicleoperation of the first vehicle; and one or more processors configuredto: operate the first vehicle autonomously based on the output signals;present challenges to the first vehicle operator to gauge a level ofresponsiveness of the first vehicle operator; present a second set ofchallenges to the second vehicle operator to gauge a second level ofresponsiveness of the second vehicle operator; detect responses by thefirst vehicle operator to the challenges; detect a second set ofresponses by the second vehicle operator to the second set ofchallenges; determine the level of responsiveness of the first vehicleoperator based on the responses; determine the second level ofresponsiveness of the second vehicle operator based on the second set ofresponses; determine a preparedness metric value that reflectspreparedness of the first vehicle operator to assume control of thefirst vehicle; and determine a second preparedness metric value thatreflects preparedness of the second vehicle operator to assume controlof the second vehicle.
 2. The system of claim 1, wherein the one or moreprocessors are further configured to: determine a change in thepreparedness metric value over a period of time spanning at least threedetections of responses.
 3. The system of claim 1, wherein the one ormore processors are further configured to: determine a change in thepreparedness metric value over a period of time spanning more than oneday.
 4. The system of claim 1, wherein the output signals convey one ormore of biometric information of the first vehicle operator, operatorinformation related to a direction of view of the first vehicleoperator, traffic information related to current traffic parameters, andenvironmental information related to surface parameters of the road, andwherein the preparedness metric value is further based on the outputsignals.
 5. The system of claim 1, wherein the one or more processorsare further configured to: determine that vehicle control shall betransitioned from autonomous operation to manual operation by the firstvehicle operator, wherein the determination to transition vehiclecontrol is based on a set of considerations; transition vehicle controlfrom autonomous operation to manual operation by the first vehicleoperator; determine a level of actual responsiveness of the firstvehicle operator during the transition; and modify the preparednessmetric value based on the determined level of actual responsiveness. 6.The system of claim 5, wherein the preparedness metric value is furtherbased on the set of considerations that prompted the determination totransition vehicle control.
 7. The system of claim 1, wherein the one ormore processors are further configured to: determine that vehiclecontrol shall be transitioned from autonomous operation to manualoperation by the first vehicle operator, wherein the determination totransition vehicle control is based on a set of considerations;transition vehicle control from autonomous operation to manual operationby the first vehicle operator; determine driving performance of thefirst vehicle operator during and/or after the transition, wherein thedriving performance is based on the output signals; and modify thepreparedness metric value based on the determined driving performance.8. The system of claim 1, wherein the one or more processors areconfigured to determine the preparedness metric value by a remote serverthat is external to the first vehicle.
 9. The system of claim 1, whereinthe one or more processors are further configured to: compare thepreparedness metric value with the second preparedness metric value. 10.A method to determine vehicle operator preparedness for vehicleoperators of vehicles that support both autonomous operation and manualoperation, wherein the vehicles include a first vehicle and a secondvehicle, wherein the operators include a first vehicle operator for thefirst vehicle and a second vehicle operator for the second vehicle, themethod comprising: generating, by a set of sensors, output signalsconveying information related to vehicle operation of the first vehicle;operating the first vehicle autonomously based on the output signals;presenting challenges to the first vehicle operator to gauge a level ofresponsiveness of the first vehicle operator; presenting a second set ofchallenges to the second vehicle operator to gauge a second level ofresponsiveness of the second vehicle operator; detecting responses bythe first vehicle operator to the challenges; detecting a second set ofresponses by the second vehicle operator to the second set ofchallenges; determining the level of responsiveness of the first vehicleoperator based on the responses; determining the second level ofresponsiveness of the second vehicle operator based on the second set ofresponses; determining a preparedness metric value that reflectspreparedness of the first vehicle operator to assume control of thefirst vehicle; and determining a second preparedness metric value thatreflects preparedness of the second vehicle operator to assume controlof the second vehicle.
 11. The method of claim 10, further comprising:determining a change in the preparedness metric value over a period oftime spanning at least three detections of responses.
 12. The method ofclaim 10, further comprising: determine a change in the preparednessmetric value over a period of time spanning more than one day.
 13. Themethod of claim 10, wherein the output signals convey one or more ofbiometric information of the first vehicle operator, operatorinformation related to a direction of view of the first vehicleoperator, traffic information related to current traffic parameters, andenvironmental information related to surface parameters of the road, andwherein the preparedness metric value is further based on the outputsignals.
 14. The method of claim 10, further comprising: determiningthat vehicle control shall be transitioned from autonomous operation tomanual operation by the first vehicle operator, wherein thedetermination to transition vehicle control is based on a set ofconsiderations; transitioning vehicle control from autonomous operationto manual operation by the first vehicle operator; determining a levelof actual responsiveness of the first vehicle operator during thetransition; and modifying the preparedness metric value based on thedetermined level of actual responsiveness.
 15. The method of claim 14,wherein the preparedness metric value is further based on the set ofconsiderations that prompted the determination to transition vehiclecontrol.
 16. The method of claim 10, further comprising: determiningthat vehicle control shall be transitioned from autonomous operation tomanual operation by the first vehicle operator, wherein thedetermination to transition vehicle control is based on a set ofconsiderations; transitioning vehicle control from autonomous operationto manual operation by the first vehicle operator; determining drivingperformance of the first vehicle operator during and/or after thetransition, wherein the driving performance is based on the outputsignals; and modifying the preparedness metric value based on thedetermined driving performance.
 17. The method of claim 10, whereindetermining the preparedness metric value is performed by a remoteserver that is external to the first vehicle.
 18. The method of claim10, further comprising: comparing the preparedness metric with thesecond preparedness metric value.